Vehicle tampering protection system

ABSTRACT

A method of providing a vehicle monitoring system for ensuring accurate vehicle miileage readings. A comparison is made between velocity measurements from several sources to detect unauthorized modifications made to a vehicle in an effort to ensure accurate vehicle odometer readings. The vehicle velocity measured on-board is compared with vehicle velocity data signals received from a remote satellite system in light of an allowable tolerance. The system will detect changes in the vehicle such as tire size or tampering with the vehicles on-board measurement devices. The system may communicate out of tolerance conditions to the vehicle operator and the fleet manager.

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This non-provisional application claims benefit of U.S. PatentProvisional Application Serial No. 60/332,934, entitled “VehicleTampering Protection System,” filed on Nov. 6, 2001.

FIELD OF THE INVENTION

[0002] The invention is directed to a vehicle monitoring system and moreparticularly is directed to a tampering protection system that comparesvelocity measurements from several sources to detect unauthorizedmodifications made to a vehicle.

BACKGROUND OF THE INVENTION

[0003] Fleet managers of over-the-highway trucking enterprises are inconstant search for more competitive operational plans. Several fleetmanagers have chosen to offer leased trucks to operators on a “cost permile” basis, rather than a flat monthly fee. With the advent of “costper mile” leasing options, fleet managers are required to ascertain theactual mileage use of a vehicle. Depending on the lease terms andbilling schedule, the mileage may need to be determined at times whenthe truck is a great distance from the fleet main office. Visualodometer readings may not be practical. Even when fleet managers canaccess the truck to read its odometer, the fleet manager may not havetotal confidence in the odometer reading.

[0004] Under a “cost per mile” lease, operators have a financialincentive to under report mileage. Tampering with existing on-boardsystems has been a significant problem in some cases and furthercomplicates the task of ascertaining actual mileage. Since the distancemeasurement devices of a vehicle may be tampered with by a driveroperating under a “cost per mile” leasing option, the vehicle odometermeasurement is no longer reliable. The odometer is also not a reliablemethod for the purpose of detecting tampering.

[0005] The problem of accurate mileage readings is also relevant withhonest operators. A seemingly innocuous change to larger tires canresult in a 5% revenue decrease to the fleet operator. Alternatively, acustomer using 5% smaller tires will be overcharged. A system in whichboth a fleet manager and a fair-minded operator can have confidence isneeded to further the successful development of programs such as“cost-per-mile” leases.

[0006] Several vehicle monitoring systems have been patented that usevarious distant or speed data to monitor the performance and accuracy ofcertain vehicle measurement systems. An important consideration whendesigning these systems is the type of data and source of the data to beused. Some designs have used actual on-board vehicle velocity anddistant measurements, while others use mathematically calculated data,or data obtained from satellite systems. Another consideration iswhether the system is designed for the purpose of calibrating on-boardmeasurement devices or directed to alternate purposes, such as detectingtampering or unauthorized modifications of the vehicle by the operator.

[0007] One prior art proposal teaches using information received from aGlobal Positioning System, or GPS, receiver to detect failures in avehicle's speed sensor. A vehicle's initial geographic position isdetermined by a GPS system. During a predetermined period of time, thevehicle speed as measured by the speed sensor is recorded, and after theperiod elapses, a second geographic position is recorded. Two distancecalculations-are performed. The first distance calculation ismultiplying the vehicle's speed during the period by the elapsed time.The second distance calculation is calculating the linear distancebetween the initial and ending GPS geographic positions. If thedifference between the two distance measurements falls outside of anallowable tolerance, it is assumed the speed sensor is not functioningproperly, or conversely, the positioning system may be malfunctioning.The proposal teaches correcting vehicle speed sensor readings, ratherthan ensuring accurate odometer readings.

[0008] Another prior art proposal teaches monitoring the speed anddistance traveled of a vehicle using a Location Determination (LD)system, such as a GPS. An embodiment of the invention uses a LD systemto record vehicle locations at periods of low or zero speed over aminimum threshold time, known as a “vehicle arrest event.” The LD systemis used to record distance traveled between “vehicle arrest events.” Thecumulative distance traveled over any time period can also be obtained,and can be used to calibrate actual odometer readings.

[0009] Still another prior art proposal teaches, within a vehiclenavigation system, comparing an actual odometer reading with a distancereading obtained from another source, such as a GPS system. Anadjustment is performed if the difference between the two readings ismore than a threshold level. The adjustment is accomplished by adjustingthe pulse rate setting of the vehicle navigation system, so that thedistance calculated by the navigational system will match the actualodometer.

[0010] Yet another prior art proposal discloses a method forautomatically calibrating a displacement sensor in a vehicle. The systemascertains vehicle speed by receiving satellite signal input from a GPSsystem over a set period of time. The estimated distance traveled overthis period is then calculated and compared to signals from thevehicle's displacement sensor which are associated to a distancedtraveled. After a series of mathematical calculations are made todetermine a correction coefficient, the vehicle's displacement sensor iscalibrated.

[0011] With the advent of “cost per mile” leasing options offered totruck operators, fleet managers are required to ascertain the actualmileage use of a vehicle. The accuracy of the mileage traveled isimportant not only for billing purposes, but also to build operatorconfidence in the “cost-per-mile” leasing operational plan.

[0012] Traditional leasing programs also require a leasor to ascertainthe actual mileage use of a vehicle. For example, most leasing programspermit a certain amount of use over the term of the lease. Punitivecharges are levied for vehicle distance travel over the term limit.These punitive charges provide incentive to some operators to tamperwith a vehicle's odometer.

[0013] Certain modern truck are equipped with multiple ways to calculatedistance travel on-board. For example, a conventional odometer may readdistance travel in the instrument cluster, while an engine electroniccontrol unit may calculate mileage as well. The distance readings of thetwo measurement devices may not coincide if one or more of the methodshas been tampered with or is inoperative.

[0014] A need in the market exists for a reliable and relativelyinexpensive method to accurately record the mileage use of a vehiclewhile detecting tampering or unauthorized vehicle alterations.

SUMMARY OF THE INVENTION

[0015] The vehicle monitoring system of the present invention provides amethod to ensure accurate distance recordings of vehicle travel. Thesystem is directed to detecting tampering or unauthorized modificationsmade to an over-the-highway truck. The invention is beneficial to fleetmanagers operating “cost-per-mile” leasing programs in order todetermine periodic actual vehicle use, and to leasors operatingtraditional programs in order to determine actual vehicle use over theterm of the lease.

[0016] The vehicle odometer data and on-board speed sensor data isrecorded in a wireless vehicle communication system. At the same time,vehicle velocity data signals are received from a remote satellitesystem. In one embodiment, a separate memory unit stores data receivedby the remote satellite system. Since the satellite signals are not realtime data, a duration of stable vehicle velocity is required prior tocomparing the satellite and speed sensor velocity values. A velocitydifference is calculated between the on-board vehicle speed sensorvelocity and the vehicle velocity data signals as received from a remotesatellite system. The velocity difference is compared to an acceptabletolerance.

[0017] In the preferred embodiment of the invention, a vehicle odometerdata is validated during periods of allowable tolerance. The odometerdata may be used for billing, preventive maintenance schedules, or otherpurposes. A display may communicate to the operator of the vehicle outof tolerance and in tolerance status. Out of tolerance conditions arecommunicated via satellite to a fleet operator, leasor, or an otherwisedesignated party. The fleet operator may investigate out of toleranceconditions and correct the problem as required.

[0018] Further advantages and a fuller understanding of the inventionwill be had from the accompanying drawings and the detailed descriptionof the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0019]FIG. 1 is a block diagram of a vehicle monitoring system inaccordance with a preferred embodiment the present invention;

[0020]FIG. 2 is a line chart depiction of an example of vehicleoperation monitored by the vehicle monitoring system of FIG. 1;

[0021]FIG. 3A is a line chart depiction of an example of vehicleoperation within the allowable tolerance of the vehicle monitoringsystem of FIG. 1; and

[0022]FIG. 3B is a line chart depiction of an example of vehicleoperation outside the allowable tolerance of the vehicle monitoringsystem of FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0023] Referring to FIG. 1, a block diagram of a vehicle monitoringsystem 10 for use in a vehicle (not shown) in accordance with thepresent invention is depicted. A microprocessor 20 receives data from adata bus 30 and a satellite communicator 40 regarding the currentvelocity of the vehicle. After a duration of relatively stable velocity,a velocity difference is calculated between the vehicle speed signal andsatellite speed signal. The velocity difference is compared to anallowable tolerance. Periods of out of tolerance operation may becommunicated to a vehicle instrument display 50 and a fleet office 60.

[0024] A vehicle mileage signal 33 indicates the distance travel of thevehicle. A vehicle mileage signal 33 is generated from the odometerreading of the vehicle and is input from the data bus 30 to thesatellite communicator 40. As shown in FIG. 1, the on-board vehiclespeed 33 is inputted to the satellite communicator 40 from the data bus30. In one preferred embodiment, the vehicle mileage 33 is calculateddirectly within the satellite communicator 40. During periods of normaloperation, the satellite communicator 40 transmits the vehicle odometerreading to the fleet office 60. This data may be used for variouspurposes, including calculation of fees for “cost-per-mile” leasingprograms and scheduling preventative maintenance. In one embodiment,when no out of tolerance conditions are detected, the data istransmitted monthly for monitoring and billing purposes. It will beunderstood by those skilled in the art that the transmission intervalmay vary during the practice of the invention. In an alternativeembodiment, the interval is selected by fleet office personnel. Out oftolerance conditions that last beyond a certain time duration arereported immediately. This timing scheme will be discussed later in moredetail.

[0025] A vehicle speed signal 36 indicates the real time velocity of thevehicle. A vehicle speed signal 36 can be generated numerous ways. Inone embodiment, wheel sensors can sense wheel rotation, and hencevehicle speed. In alternative embodiments, data regarding transmissiongear status or other engine parameters is used to determine the vehiclespeed. In either case, the vehicle speed signal generation method may bevulnerable to tampering, unauthorized alterations, or disablement. Thevehicle speed signal 36 is input to the microprocessor 20. The vehiclespeed signal 36 is also input from the data bus 30 to the satellitecommunicator 40, either directly or via the microprocessor 20. Thevehicle speed signal 36 also may form the broadcast data-link speed thatis communicated with the fleet office 60.

[0026] A satellite vehicle speed signal 43 indicates the velocity of thevehicle as detected by a satellite system, such as a Global PositioningSystem (GPS), and is input to the satellite communicator 40. Thesatellite communicator 40 inputs the satellite vehicle speed signal 43to the microprocessor 20. As shown in FIG. 1, in one embodiment themicroprocessor 20 is a separate unit from the satellite communicator 40.Alternatively, the microprocessor 20 may be integrated within thesatellite communicator 40.

[0027] The microprocessor 20 features an internal clock 23. A controlmodule 26 calculates a velocity difference between the vehicle speedsignal 36 and the satellite vehicle speed signal 43. After a timedduration of constant velocity, the calculated velocity difference iscompared to an allowable tolerance. This step will be more illuminatedby FIGS. 2 and 3. Periods of out of tolerance operation are communicatedto the vehicle instrument display 50 and the fleet office 60. Duringperiods of allowable tolerance, the vehicle mileage signal 33 indicatingthe vehicle odometer reading is transmitted by the satellitecommunicator 40 to the fleet office 60.

[0028]FIG. 2 is a line graph depicting an operation period of allowabletolerance of a vehicle. FIG. 2 depicts a period of start up,acceleration and deceleration of a vehicle to a constant velocity. Thevehicle speed sensor signal and the satellite vehicle speed signal aregraphed over time. In a preferred embodiment, the satellite vehiclespeed signal is generated by a GPS. Although the vehicle speed signal isreal time, the GPS signal is delayed for a short duration T₁. Theduration T₁ is shown in FIG. 2. Despite the relative sophistication ofthe vehicle speed sensors and the GPS, a velocity difference D₁typically exists between the systems. Certain minor values of a velocitydifference D₁ are expected, but excessively abnormal values may indicatesystem tampering or inoperative equipment.

[0029] After the vehicle velocity is constant for a length of time T₂,as timed by the internal clock 23, the velocity difference D₁ iscalculated. In one embodiment, the vehicle velocity must also be above acertain threshold prior to any comparison is made. In the preferredembodiment, the vehicle speed signal is monitored to determine a stablevelocity condition. T₂ is greater than the delay duration T₁, and may beset to a desired value by the fleet operator. Next, the velocitydifference D₁ is compared to an allowable tolerance. In a preferredembodiment, the allowable tolerance can be preset to a desired value bythe fleet operator. In one embodiment, the velocity difference D₁ may bea statistical representation of many calculations taken over a setperiod of time.

[0030]FIGS. 3A and 3B are line graphs depicting two operational periodsof a vehicle. As shown in FIG. 3A, after a timed period of constantvehicle velocity, a velocity difference D₂ is calculated from thevehicle velocity signal and the satellite velocity signal. In oneembodiment, a constant velocity above a minimum threshold is alsorequired. For example, the vehicle must be traveling above 30 mph. Asshown, the absolute value of a velocity difference D₂ is less than anallowable velocity difference D_(A). In the preferred embodiment, theallowable velocity difference D_(A) can be preset to a desired value bythe fleet operator. In FIG. 3A, the velocity difference D_(A) isrepresented as about 0.5 mph. It should be appreciated by those skilledin the art that other values of a velocity difference D_(A) can be used.For example, the fleet operator may have the option of selecting anallowable percentage tolerance. The velocity difference D_(A) may beexpressed as a percentage difference calculated from the vehiclevelocity signal and the satellite velocity signal. For example, velocitydifference D_(A) may be 5%, meaning whenever the satellite velocitysignal was 5% greater or lesser than the vehicle velocity signal, an outof tolerance condition would result.

[0031] An out of tolerance condition is shown in FIG. 3B. The absolutevalue of a velocity difference D₃ is greater than the allowable velocitydifference D_(A). In the preferred embodiment, a message is communicatedto the vehicle operator on a vehicle instrument display. An operatorwill be aware that the system has detected an out of tolerancecondition. A culpable operator will be on notice that any unauthorizedtampering or disablement has been detected. Meanwhile, a message iscommunicated to the fleet office that the system has detected an out oftolerance condition. The value of the velocity difference D₃ can bereported to the fleet office. The control unit monitors the timeduration of the out of tolerance condition. This time duration can alsobe reported to the fleet office. The fleet office may remotely contactthe vehicle and pursue an investigation into the out of tolerancecondition.

[0032] The triggering and frequency of the comparison calculations maybe controlled by user programming within the satellite communicator. Inone preferred embodiment, a user may determine a reporting period inwhich to receive tampering reports. The selection of a reporting periodallows a user to control the frequency in which out of toleranceconditions are reported. As a result, users may tailor the reportingfrequency to their own ability and resources to respond to theconditions. For example, one user may want out of tolerance reportshourly, while another may only wish to receive reports weekly. Absentuser selection, the report period may be set to a default value, say 24hours.

[0033] If additional out of tolerance conditions occur during theestablished default period, additional reports are not set. Rather,another report is sent at the end of the reporting period. Regardless,the satellite communicator resets at the end of the reporting period,and the comparison process restarts. This method step reduces the numberof communications and the total time in which the communication systemis utilized. This results in a cost savings to the user and fleetoffice. The step further provides a reasonable opportunity toinvestigate and correct the out of tolerance condition prior to sendingadditional tampering messages.

[0034] The preferred embodiments of the invention have been illustratedand are described in detail. However, the present invention is not to beconsidered limited to the precise construction disclosed. Variousadaptations, modifications and uses of the invention may occur to thoseskilled in the art to which the invention relates and the intention isto cover hereby all such adaptations, modifications and uses which fallwithin the spirit or scope of the appended claims.

What is claimed is:
 1. A method of providing a vehicle monitoring systemfor ensuring accurate vehicle distance travel data comprising the stepsof: recording vehicle odometer data in a wireless communication device;receiving vehicle velocity data signals from a remote satellite system;measuring vehicle velocity after a duration of vehicle operation at asubstantially stable speed; calculating a velocity difference between avehicle velocity measured on-board and a vehicle velocity as determinedfrom data signals received from a remote satellite system; andcommunicating any condition whereby an absolute value of said velocitydifference is greater than an allowable tolerance.
 2. The method ofclaim 1 comprising the step of validating vehicle odometer data duringperiods of allowable tolerance, whereby vehicle odometer data istransmitted by said satellite communication device to a vehicle fleetoffice.
 3. The method of claim 1 comprising the step of validatingvehicle odometer data during periods of allowable tolerance, wherebyvehicle odometer data is transmitted by said satellite communicationdevice to a vehicle fleet office at vehicle fleet office selectedintervals.
 4. The method of claim 1 comprising the step of communicatingany condition wherein said velocity difference is greater than anallowable tolerance to a vehicle fleet manager.
 5. The method of claim 1comprising the step of communicating any condition wherein said velocitydifference is greater than an allowable tolerance to a vehicle fleetmanager, whereby not more than one communication is made during areporting period.
 6. The method of claim 5 wherein the duration of saidreporting period is determined by a vehicle fleet manager.
 7. The methodof claim 1 comprising the step of communicating any condition whereinsaid velocity difference is greater than an allowable tolerance to avehicle operator.
 8. The method of claim 1 comprising the step ofcommunicating any condition wherein said velocity difference is withinan allowable tolerance to a vehicle operator.
 9. A computer readablemedium containing instructions for performing a method of providing avehicle monitoring system for ensuring accurate vehicle distance traveldata comprising the steps of: recording vehicle odometer data in awireless communication device; receiving vehicle velocity data signalsfrom a remote satellite system; measuring vehicle velocity after aduration of vehicle operation at a substantially stable speed;calculating a velocity difference between a vehicle velocity measuredon-board and a vehicle velocity as determined from data signals receivedfrom a remote satellite system; and communicating any condition wherebyan absolute value of said velocity difference is greater than anallowable tolerance.